JP5048384B2 - Battery charger for railway vehicles - Google Patents

Description

The present invention can charge the electric power energy to the on-vehicle battery supplied with electric power from the overhead line the railcar electrified section in luck line, so that the railway vehicle by electric power supplied from the vehicle battery can be operated non-electrified section The present invention relates to a battery charger for railway vehicles.

Conventionally, a rechargeable onboard battery railcar equipped with the charging circuit of the vehicle battery, when the railway vehicle is luck rows electrified section is the vehicle battery while luck line by the power supplied from the overhead wire also charged, in the case of luck row without non electrified section of overhead wire, the charge and discharge control technology railcar to allow luck rows electric power accumulated in the vehicle-mounted battery have been proposed.

For example, an inverter-controlled electric vehicle described in Patent Document 1 includes a plurality of inverter control unit, and the auxiliary circuit power supply, a charging device, and a storage battery charge reservoir in the charging device. An overhead voltage of 1500 V DC is supplied to each inverter control device and auxiliary circuit power supply device via the pantograph. Since each inverter control device receives the overhead wire voltage and changes the rotation speed and torque of the three-phase AC motor, the speed and traction force of the inverter-controlled electric vehicle are controlled. Since the auxiliary circuit power supply apparatus for converting an overhead wire voltage to 440V AC three-phase, Ru is charged in the storage battery DC 600V by the charging device.

Battery to be mounted on the species of electric vehicles this is a high voltage (e.g., 600-800V) and large (e.g., 150~200A h) because it is, its external shape is large and the weight becomes heavier. Therefore, by dividing the battery into a plurality of units, it is common to disperse them Ranoyu knit a plurality of vehicles.
JP-A-6-98409 (pages 5-6, FIG. 1)

In the inverter-controlled electric vehicle described in Patent Document 1 described above, since mere charging technique the electric vehicle so as to charge the storage battery for electrified section in luck row is disclosed, the electric vehicle is electrified section the in luck line, detecting the power storage capacity that is stored in the electricity storage battery also, without also described to control the charging current to recharge the battery until the fully state by the overhead wire voltage, also not clear whether.

If you fully charged 蓄 battery, even when the electric vehicle can travel to ten minutes the following non-electrified sections in the charging power of the battery, if not fully charged battery, the electric vehicle , can not be operated only about kilometers in accordance with the amount of charge, there is a problem that that can not be able to navigate to the following non-electrified section.

In addition, the electric vehicle equipped with a storage battery caused the train accident, in the case charging current from the battery is you leaking to the outside, there is a possibility that the passengers and crew to electric shock.

An object of the present invention, the railcar reliably vehicle battery during operation of the electrified section, and can efficiently fully charged, so that the charge reservoir and power in the next non-electrified section in the in-vehicle battery can be operated reliably Improving safety measures for high-voltage in-vehicle batteries.

The battery charger for a railway vehicle according to claim 1 is supplied with electric power from an in-vehicle battery capable of storing electric energy and a pantograph from an overhead line in an electrified section, and is supplied from the in-vehicle battery in a non-electrified section, A charging device for the in-vehicle battery in a railway vehicle that includes a drive motor for driving the vehicle and that can be operated continuously over an electrified section and a non-electrified section, and stores storage information in advance. Charge control means having calculation means for determining a charging current to the vehicle-mounted battery based on the chargeable time obtained from the operation information during operation of the electrified section; and DCLINK electrically connected to the overhead wire; A power converter that is connected to the in-vehicle battery and converts direct current to three-phase alternating current, and a separately excited converter that reconverts the three-phase alternating current to direct current A voltage compensating means capable of adjusting a charging current by the charging control means so as to charge the in-vehicle battery with a charging current determined by the calculating means, and a discharging switch for supplying charging power of the in-vehicle battery to the electric motor. And a charging switch for regeneratively charging the in-vehicle battery with electric power generated from the electric motor, wherein the discharging switch and the charging switch are arranged in parallel and connected to the DCLINK and the in-vehicle battery, In the electrification section, the charging control means stops the operation of the voltage compensating means, closes the discharging switch and opens the charging switch, while closing, the charging switch closes the charging switch. The discharge switch is opened.
In the present application, regeneration refers to supply the power generated by the induction motor to battery-like.

If the railway vehicle luck rows electrified section, it is supplied to the dynamic electric motor driving the power received via the pantograph from the overhead wire to the railway vehicle travels. Thus, during the luck rows electrification period, on the basis of the chargeable time obtained from the operation information, the charging current for charging the vehicle battery is calculated.
Traveling here simply means that the vehicle is running, and operation means a series of states including stopping and stopping of the vehicle.

Since the charging current and made by UTakashi charge control means which is determined from the relationship of operating time and the charging time as this is to control the voltage compensation means, railway vehicle has finished charging in until you have luck line the electrified section, vehicle battery ing in a fully charged state. If you luck row further subsequent non-electrified section, is supplied to the dynamic electric motor driving power from the vehicle battery in a fully charged state, Ru can travel a non-electrified section.

Electric battery charging apparatus for a railway vehicle according to claim 2 depends on claim 1, wherein the charging control means, wherein when electrified section of brakes, which said without flowing back into the overhead line from dcLINK, generated by the electric motor force, so that regenerative charging the vehicle battery, for controlling said voltage compensation means.

Battery charging device for railway vehicle according to claim 3 is dependent on claim 2, wherein when electrified section of brakes, the backflow prevention switch means current from said DCLINK to the overhead wire is prevented from flowing back, and the pantograph It was provided between the DCLINK .

A battery charger for a railway vehicle according to a fourth aspect is dependent on each of the first to third aspects, and includes a circuit breaker having a plurality of contact points for interruption, and the in-vehicle battery is configured by connecting a plurality of battery units in series. , it is interposed a blocking circuit breaker contacts to each of the connecting portions of the plurality of battery units.

A battery charger for a railway vehicle according to claim 5 is dependent on each of claims 1 to 4 , and includes a voltage drop detector that detects that the voltage of DCLINK is equal to or lower than a predetermined voltage, and the voltage drop detector in upon detecting a voltage drop, the charge control unit Ru stops the charging operation by the voltage compensation means.

According to the present invention, a power storage can board battery power for driving the running motor, the charging of the vehicle battery in luck line capable railcar continuously over the the electrified section and a non-electrified section in the device, a charge control unit and a storage means computing means, provided the voltage compensation means, during electrification interval luck line, so that the charging current has been calculated based on chargeable time obtained from the operation information the voltage compensation means is controlled, railcar cut with fully charge the vehicle battery during luck row of electrified section.

During non-electrified sections runs, instead motor receiving from power overhead line, can receive power from a fully charged vehicle battery, the railway vehicle can travel without disabilities supporting the non-electrified section following the electrified section.
In the non-electrified section, a discharge switch for supplying the charging power of the in-vehicle battery to the motor is provided, and the operation of the voltage compensation means is stopped and the discharge switch is closed. And the control can be suppressed, and the electric power stored in the in-vehicle battery can be supplied to the electric motor by the discharge switch to operate the railway vehicle.
There is no voltage compensation means in the discharge circuit from the in-vehicle battery to the motor, and there is no resistor that prevents the discharge operation. Therefore, discharge loss in the voltage compensation means is avoided, and all the in-vehicle battery power is efficiently supplied to the motor. It becomes possible to do.
Electric motors for railway vehicles are usually designed so that stable operation is possible even when the overhead line voltage fluctuates significantly during operation in the electrified section. Even when similar fluctuations occur, the electric motor can be driven and controlled without any problem.
When braking in a non-electrified section, a charging switch that regeneratively charges the power generated from the motor to the in-vehicle battery is provided, and the operation of the voltage compensation means is stopped and the charging switch is closed. It is possible to prevent charging loss by suppressing excessive operation and control of the means, and it is possible to efficiently regenerate and charge all of the generated power to the in-vehicle battery.
When the regenerative current falls below the set current of the voltage compensation means, it automatically switches to the voltage compensation means, and a reverse voltage is applied to the charging switch, so that a self-extinguishing function such as a thyristor is unnecessary as a charging switch. A switching element can be employed.

According to the invention of claim 2, in electrified sections, said charging control means, when the railway vehicle brake, without flowing back to the overhead line from dcLINK, to charge reservoir power energy generated by the electric motor vehicle battery of the vehicle since controlling the good cormorants voltage compensation means, and there is no wasted such regenerative revocation can be efficiently accumulated in a vehicle battery, and the same effect as other claim 1.

According to the invention of claim 3, wherein when electrified section of brakes, the backflow prevention switch means for preventing the current to the overhead wire is flowing back from dcLINK, since there is provided between the pantograph and dcLINK, brake in electrified sections even when, in the configuration regenerative current to the motor or call line is not flow back, charging current change control to the vehicle mounting the battery also does not require any, can you to omit the regenerative power charging control by the charging control means, and Other effects similar to those of the second aspect are achieved.

According to invention of Claim 4 , the circuit breaker which has several contact for a interruption | blocking is provided, The said vehicle-mounted battery is comprised by connecting several battery units in series, and interrupts | blocks to each of the connection part of these several battery units. Even if a short circuit occurs in the charging circuit connected to the in-vehicle battery and a large short-circuit current flows to the battery charging circuit, the circuit breaker has multiple circuit breaker contacts. Will be established all at once.

Car mounting battery while being divided for each plurality of battery units by a plurality of blocking contacts are opened, it is possible to reliably protect the voltage compensation means from the fault. In addition, since the plurality of contact points for interruption are interposed in series in the DC circuit of the in-vehicle battery, it is possible to reliably avoid melting of the contacts when these contact points for interruption are interrupted.

Also the car mounting battery is a high voltage and large capacity, safe voltage output voltage without hindrance to the human body of each battery unit (e.g., 100 V) By setting the even if some train accident Therefore, it is possible to reliably avoid a large short-circuit current from flowing into the battery circuit and to prevent electric shock of passengers and passengers, that is, to ensure safety measures for the battery. Other effects similar to those of any one of claims 1 to 3 can be achieved.

According to the invention of claim 5, a voltage drop detector for detecting that the voltage of the DCLINK is equal to or lower than a predetermined voltage is provided, upon detecting a voltage drop in the voltage drop detector, the charge control unit voltage Since the charging operation by the compensation means is stopped, the power supply burden to the substation that supplies power to the overhead line can be remarkably reduced, and further reduction of the overhead line voltage can be surely prevented. Other effects similar to those of any one of claims 1 to 4 can be achieved.

Battery charging device for railway vehicle of the embodiment, the vehicle battery mounted on an electric vehicle is a railway vehicle, in luck row of electrified section, while charging by the charging current corresponding to the chargeable time, electric vehicles The on-board battery can be fully regeneratively charged efficiently without causing the electric power generated during braking to flow back to the overhead line. Furthermore, non-upon electrified sections luck rows, the vehicle battery to the operation for driving the induction motor by fully charged power are so driven and controlled.

Before describing rechargeable battery charger 25 power to the vehicle-mounted battery 10, first, on the basis of FIG. 1 -1, the induction motor 8 of the battery charger 25 and a three-phase for luck row drive is mounted The electric vehicle 2 (railcar) that is being used will be described.

As shown in FIG. 1 -1, the electric car 2 is a general railroad vehicle, a direct current is fed from an unillustrated substation overhead line 1 and the current collector at pantograph 3, a high-speed of the circuit breaker 20 The VVVF inverter 7 capable of VVVF control (variable voltage variable frequency control) is sequentially supplied to the DCLINK 4 through the electromagnetic contactor 21 and the filter reactor 6 that blocks high frequency components, and V (voltage) / F (frequency). It is designed to convert to a constant three-phase alternating current.

The D CLINK4, in the electric circuit in the electric vehicle 2, the DC portion of the VVVF inverter 7, the DC portion of the vehicle battery 10, a point that DC unit or the like from the overhead line 1 is linked to one another at one point DC side Say .

Induction motor 8, the voltage and frequency of the three-phase alternating current supplied from the VVVF inverter 7, in accordance with the magnitude relationship between the rotational frequency of the induction motor 8, the operation mode is changed. That is, in the case of “VVVF inverter frequency> induction motor frequency”, acceleration torque acts on the induction motor 8 in a region where the so-called slip is “positive”. The torque increases in proportion to the slip within a range not exceeding the stationary torque of the induction motor 8.

In the case of “VVVF inverter frequency = induction motor frequency”, the state is so-called “slip = 0”, and no torque is generated. The induction motor 8 is in an excited state at a frequency given from the VVVF inverter 7 and is in a coasting state. In general, referred to in the electric vehicle control is a "coasting" there is also a case of this state, but the case of this, since the occurrence of iron loss is hated by the excitation, in most cases of惰Gyoun line, the operation of the VVVF inverter 7 It is often discontinued and used without pressure.

In the case of “VVVF inverter frequency <induction motor frequency”, the induction motor 8 operates as a generator and a brake torque is applied in a so-called slip “negative” region. As long as the maximum brake torque of the induction motor 8 is not exceeded, the torque increases in proportion to the slip. Here, the capacitor 11 provided between the DCLINK 4 and the ground line 5 absorbs harmonics generated by the switching action of the VVVF inverter 7 in cooperation with the reactor 6, and the harmonics flow out to the overhead wire 1 side. the works in the EMI filter to prevent.

  When a master controller (not shown) is operated by the driver and a power running command is issued, the electric vehicle 2 is stopped from the stopped state by the VVVF controlled three-phase alternating current, and then the high speed is passed through the medium speed range based on the power running command of the master controller. Acceleration is possible up to the region. When a brake command is issued by the driver's master controller operation, the VVVF inverter 7 outputs a VVVF alternating current having a frequency lower than the rotational frequency of the induction motor 8, and operates as a generator to start the brake operation. You can decelerate through the speed range. However, in this brake operation, as will be described later, the electric power generated by the induction motor 8 can be regeneratively charged (charged) to the in-vehicle battery 10 by the battery charging device 25 described later.

Battery charging electric Dosha 2 receives overhead line power from the overhead wire 1 to electrified section in powering luck row or惰Gyoun line, or receives regenerative power from the induction motor 8 by the brake actuation, to charge the vehicle battery 10 The device 25 will be described. Here, the in-vehicle battery 10 is made of a nickel metal hydride battery, and is configured to be able to charge a current-time product of about 150 to 200 Ah that can drive the induction motor 8.

Furthermore , the structure of the vehicle-mounted battery 10 is demonstrated.
As shown in FIG. 2 -1, electrostatic Dosha 2 is a 2-car train linked vehicles both 2a, a 2b. For example if "600V" drive dynamic voltage can be outputted onboard battery 10, since 且 one weight is greater large, it is mounted in a dispersed vehicle both 2a, the 2b.

Car mounting battery 10 is divided into eight battery units 10A to 10H, 4 one battery unit 10A in the vehicle both 2a, 10B, 10G, 10H are mounted, four in the car both 2b battery unit 10C, 10D, 10E , 10F. These eight battery units 10A to 10H are connected in series by connection lines. However, in the connection part of these vehicles 2a and 2b, it connects with the jumper wires 22a and 22b covered with the coating | cover.

In car both 2a, the four battery units. 10A-10B, in each of the connecting portions of 10G～10H, four blocking contacts 35a~35d having the first breaker 35 is interposed so as to correspond respectively . Similarly, in the car both 2b, the four battery units 10C～10D, to each of the connecting portions of 10E～10F, four blocking contacts 36a~36d having the second breaker 36 is interposed so as to correspond respectively ing.

Here, description of the circuit breaker for Molded Case type wiring.
These first, second breakers 35, 36 so-called called MCCB (Molded-Case Circuit Breaker) , typically at a circuit breaker to be used for 3-phase AC, 3-phase (U-phase, V a phase, three blocking contacts 35a~35c of W-phase) for a 36 a - 36 c, the cross-sectional contacts 35d shielding for the neutral, each was added 36d 4 interceptions contacts 35a to 35d, the 36a~36d ing. Wherein the first, second breakers 35, 36 shall be the ones that have improved for three-phase alternating current to be used in direct current.

When used for direct current, the direct current is switched in the direction of current flow as in the case of alternating current, and the current does not periodically become zero. Therefore, it is difficult to interrupt the current compared to alternating current. Therefore, when the MCCB type first and second circuit breakers 35 and 36 are used as a direct current circuit breaker, a plurality of circuit breaker contacts 35a to 35d and 36a to 36d are connected in series, and the first and second circuit breakers 35a to 35d are connected in series. breakers 35, 36 if it detects overcurrent, a plurality of series-connected blocking contacts 35a to 35d, 36 a to 36 d is to be opened simultaneously.

2 -1, overcurrent flows in the battery circuit having a plurality of battery units 10A to 10H, first, when the second circuit breaker 35 is cut off operation in response to an overcurrent, the two first Although the second breaker 35 is cut off operation at the same time is ideal, in fact, because of the subtle differences in the over-current detection characteristic, the two first, second circuit breaker 35, 36 Cannot be cut off at the same time.

Therefore, first, to have the ability to block the overcurrent in each singly to a second circuit breaker 35, if either preceded blockade first, second blocking blocking operation was such a good way the vessel 35, the first person who interrupting operation previously, a sequence circuit using the auxiliary contact having a second circuit breaker 35, 36, are configured to open forcibly. As a result, the in-vehicle battery 10 is divided into eight battery units 10A to 10H by the eight opened contact points 35a to 35d and 36a to 36d.

Also car mounting battery 10 is a high voltage and large capacity, safe voltage output voltage of each battery unit 10A~10H is no trouble in the human body (e.g., 75V) By setting the, any or things even if the late occurs, the outflow of short-circuit current to the battery circuit to reliably avoid electric shock prevention of passengers and crew, as possible out of the safety measures that ensure against vehicle battery 10.

Battery-charging apparatus 2 5 is equal to the battery voltage Eb is approximately trolley voltage Ea, the charging in the variation range of the maximum value and the minimum value of the variation of the battery terminal voltage due to the vehicle battery 10, to include the trolley voltage Ea It is necessary to have a proper voltage relationship. In this way, since the battery voltage Eb and the overhead line voltage Ea are selected approximately equally, the charging of the in-vehicle battery 10 is basically the majority of the overhead line voltage, and the overhead line voltage Ea and the charging voltage of the in-vehicle battery 10 are If the difference voltage is generated, it is the difference between the voltage to be supplemented by the voltage compensator (voltage compensation means) 26.

As shown in FIG. 1 -1, the battery charging device 25, a voltage compensator 26, the charge control device 27, a discharge switch 28, a charging switch 29, a DC high-speed circuit breaker 20, an electromagnetic contactor a first voltage detector 12 which outputs a pantograph voltage detection signal receives the overhead wire voltage Ea through 21, a second voltage detector 13 for detecting a supplied to DCLINK4 by DCLINK voltage, first detects a battery voltage Eb a third voltage detector 14, the first current detector 16 for detecting a fourth voltage detector 15 for outputting a detection voltage signal of the capacitor 11, or dcLINK 4, the overhead wire current drain without flowing back the regenerative power to the overhead wire 1 A second current detector 17 that detects an overhead wire current received from the overhead wire 1, a third current detector 18 that detects an output current from a voltage compensator 26 described later, and an in-vehicle battery 0 of the charging current and a like fourth current detector 19 for detecting the (battery current). Here, the discharge switch 28 and charging switch 29 is constituted by a respective thyristor.

Voltage compensation device 26 includes a thyristor converter 31 without a self-commutation feature that combines the six thyristors S1 to S6 3-phase full-wave rectification type, constant-voltage constant-frequency functions as an AC power source for the thyristor converter 31 Power converter 32, smoothing reactor 9 and the like. The power converter 32 is supplied with DC power from the DCLINK 4. The power converter 32 may be an inverter power supply for an auxiliary device that is provided as a standard in the electric vehicle 2.

The three- phase full-wave rectification type thyristor converter 31 will be described.
As shown in FIG. 1 -1, thyristor converter 31, a current-type converter composed of six thyristors S1~S6 like a bridge, three pairs of thyristors (S1 and S4, S2 and S5, S3 and S6 ) Are three sets of thyristor circuits SA to SC connected in series vertically.

Among the thyristor circuits SA to SC, anodes of the upper thyristors S1 to S3 are connected to the DCLINK 4 respectively. Further, an upper thyristor S1~S3 in the thyristors circuit SA to SC, the connection point of the lower thyristor S4 to S6, 3-phase AC (U-phase output from the power source converter 32, V-phase, W- phase) Ru is supplied through an isolation transformer 33.

Of the three sets of thyristor circuit SA to SC, the cathode of the lower thyristor S4 to S6, is connected to the positive terminal of the vehicle battery 10 via a smoothing reactor 9, the negative terminal of the vehicle battery 10 to the ground line 5 It is connected. Thus, the thyristor S1~S6 are you operate, What can be adjusted charging current to the vehicle battery 10.

Charging control equipment 2 7 corresponding to the charging control means includes a gate drive circuit 34 to supply feed a firing signal to the gates of thyristor S1~S6 thyristor converter 31, a control signal to the gate drive circuit 34 A controller 35 and the like that are sequentially supplied are provided.

The controller 35 has a microcomputer and input-output interface, etc., when charging the battery by the voltage compensator 26, the Hare by controlling the charging current is obtained by computation α control phase angle (firing phase angle), the control phase An ignition command signal for starting each of the thyristors S1 to S6 at the timing of the angle α is supplied to the gate driving circuit 34 one by one.

Electrostatic Dosha 2 powering luck row or惰Gyoun line to which if the electrified section, the controller 35 includes a voltage detection signal from the first to fourth voltage detector 12 to 15, first to fourth current detection receiving a detection current signal from the vessel 16 to 19, determined Me a chargeable time in luck rows based rather electrified section in the operation information, so that the vehicle battery 10 can fully charged within the chargeable time, the voltage The compensator 26 is controlled.

Co the controller 35, a clock having stored perpetual calendar, also has a service information storage unit 35a which stores operation information described above (see FIG. 1 -4). The operation information storage unit 35a, as in the operation schedule, each retention Shoshutsu onset time of each of the luck line track section, as the bus stop between kilometers, travel time between stops, stop stoppage time, as the electrified sections kilometers, non-electrified sections Operation information such as kilometer is stored in advance. Electrostatic Dosha 2 luck row the specified line section based on these operation schedule.

Co (see FIG. 1 -4) charge current calculating portion 35c of controller 35 has is determined every moment the movement position luck row way that luck line toward the terminus from the starting station, the movement position and electrified sections The chargeable time in the electrification section is obtained based on the kilometer, and the charging current for fully charging the vehicle-mounted battery 10 is obtained by calculation based on the chargeable time and the charge amount of the vehicle-mounted battery 10. Therefore, the vehicle-mounted battery 10 is in luck rows electrified section, and is reliably fully charged.

Charge amount of vehicle mounting battery 10, the battery capacity calculating section 35b (see FIG. 1 -4), cumulative charge amount by integrating the charging current based on the charging current detection signal of the fourth current detector 19 is calculated, Furthermore, specification information such as battery temperature and charging voltage is obtained as parameters.

When the electric vehicle 2 are lucky row Central rake operated electrified section has occurred, the controller 35 includes a voltage detection signal from the first to fourth voltage detector 12 to 15, first to fourth current detector 16 receiving a detection current signal 19, the voltage of the capacitor 11 is pushed up by the power generated by the generator operation of the induction motor 8, earthenware pots by DCLINK4 voltage does not rise from the overhead wire voltage Ea, i.e., current flow back into the overhead line 1 The control phase angle α of each of the thyristors S1 to S6 is calculated so that becomes zero, and an ignition command signal is supplied to the gate drive circuit 34. Based on the ignition command signal received from the controller 35, the gate drive circuit 34 supplies an ignition signal to the gates of the corresponding thyristors S1 to S6.

Next, will be described charging operation of the battery charging apparatus 25 consists here for compensation voltage Ec by the voltage compensator 26 in the case of a power supply three-phase AC, forward transform operation (FIGS. 3-6 ), Forward / reverse equilibrium operation (FIGS. 7 to 8), and reverse conversion operation (FIGS. 9 to 12).

Previously not a for forward conversion operation will be described.
3 and 4 show the forward conversion operation (1) with a small control phase angle α, and FIG. 5 and FIG. 6 show the forward conversion operation (2) with the control phase angle α larger than the forward conversion operation (1). Show.
Here, the amplitude of the sine wave presented as "1", is indicated by the phase angle reference point sine wave and the X-axis of the voltage compensation control Ru intersection der of (vertical axis) Y-axis (horizontal axis) .

The forward conversion operation (1) will be described. In FIG. 3, sine waves before control of the U phase, the V phase, and the W phase are indicated by thin lines.
As shown in FIG. 4A , when the control phase angle α has elapsed from the reference point, the U phase (U element S4) is ignited, and before that, from the V phase (Y element S2) to the W phase (W element). The current flowing in S6) is commutated from the V phase (Y element S2) to the U phase (U element S4) at this time.

Next, as shown in FIG. 4-2, the W phase (Z element S3) is fired, and the current flowing from the V phase (Y element S2) to the U phase (U element S4) is the W phase (Z element S4). It commutates from S3) to U phase (U element S4).
Further, as shown in FIG. 4-3, the V phase (V element S5) is fired, and the current flowing from the W phase (Z element S3) to the U phase (U element S4) is the W phase (Z The element S3) commutates to the V phase (V element S5).

The voltage between the sine wave thick envelope becomes the output voltage of the thyristor converter 31. That is, the output voltage of the voltage compensator 26 shown in the uppermost stage (shown by hatching).
Orientation of the voltage of the isolation transformer 33 shown in FIG. 4-1 to FIG. 4-3, the sinusoidal waveform of FIG. 3, when the sine wave is above the X axis compensation voltage + Ec, the isolation transformer 33 A positive voltage is generated outward from the neutral point of the winding.
When the sine waveform is below the X axis, the compensation voltage is -Ec, and a positive voltage is generated from the outside of the winding of the isolation transformer 33 toward the neutral point.

The time points indicated by “A”, “B”, and “C” in FIG. 3 are shown in (A) in FIG. 4-1, (B) in FIG. 4-2, and (C) in FIG. 4-3.
A time, as shown in FIG. 4-1, the U-phase voltage "+", the voltage of the V-phase and W-phase "-" because it is, the voltage direction of the U-phase winding and V-phase in an outward And the W-phase winding is inward. The current flows in the U phase and the V phase, the U phase voltage and the V phase voltage are added, and the direction in which the current flows is the same as the voltage direction generated in the transformer winding. Is added to the overhead wire voltage Ea.

As shown in FIG. 4B, the time point B is a state after the current flowing from the V-phase to the U-phase is commutated from the W-phase to the U-phase, and the U-phase and V-phase voltages are “+”, The voltage direction of the U-phase and V-phase windings is outward, and the W-phase winding is inward.
The current flows in the U phase and the W phase, the U phase voltage and the W phase voltage are added, and since the direction of current flow and the direction of the voltage generated in the transformer winding are the same, the winding voltage of the isolation transformer 33 is It is added to the overhead line voltage Ea.

At time C, the U phase is simply replaced with the W phase.
At any point in time “A”, “B”, “C”, the output voltage of the voltage compensator 26 is “+”, which is a direction to be added to the overhead line voltage Ea.
The forward conversion operation (2) shown in FIGS. 5 and 6-1 to 6-3 is a waveform in which the control phase angle α is advanced in the forward conversion region than the forward conversion operation (1). 3 is almost the same as the forward conversion operation (1) shown in FIGS.

Next, the forward / reverse balancing operation will be described with reference to FIGS. 7 and 8-1 to 8-3.
Figure 7 is further advanced control phase angle alpha, showing a sine wave α = 2 / 3π. When the control phase angle α elapses from the reference point, the U element S4 is fired, and the current that has been flowing from the Y element S2 to the W element S6 so far is switched from the Y element S2 to the current of the U element S4.

Figure 8-1 at point A, U phase immediately after commutation, voltage of V-phase is "+", the voltage of the W-phase is "-."
Since the current flows from the V phase toward the U phase, the U phase voltage is outward and the same as the current flow direction, it is added to the overhead wire voltage Ea, and the V phase voltage is also outward and counters the current flow . Subtraction is performed on the overhead line voltage Ea.

Immediately after the commutation, since “U phase voltage> V phase voltage” and subtraction “+ voltage”, the output voltage of the voltage compensator 26 is “+” and is added to the overhead wire voltage Ea.
As time elapses, at the time point B at the intersection of the U-phase voltage and the V-phase voltage, “U-phase voltage <V-phase voltage”, and the output voltage of the voltage compensator 26 is “−” and the overhead voltage Ea Is subtracted.

Since the U-phase and V-phase voltage waveforms are symmetrical to each other with respect to the X axis passing through the intersection of the two, the next time when the current is switched from the Y element S2 to the Z element S3 (commutation to the previous U phase) The voltage waveform that is added to or subtracted from the overhead line voltage Ea up to 1 / 3π from the point) is point-symmetric with respect to the intersection with the X axis.
Accordingly, the average values of the added and subtracted voltages are equal, and the voltage compensator 26 does not perform addition or subtraction on average.

Next, an inverse conversion operation in which the control phase angle α is further increased will be described.
Inverse transformation operation (1) with a small control phase angle α is shown in FIGS. 9 and 10-1 to 10-3, and the inverse transformation operation (2) in which the control phase angle α is larger than the inverse transformation operation (1). 11 and 12-1 to 12-3.

The inverse conversion operation (1) will be described.
As shown in FIGS. 9 and 10-1 to 10-3, when the ignition signal is given to the U element S4 when the control phase angle α = 5 / 6π has elapsed from the reference point, current flowing in the element S2 → W element (S6), the anode of the W element (S6) - with reverse voltage is prevented Ri Kuwawa between the cathode, commutates the Y element S2 → U element S4.

In A the time immediately after the commutation, U-phase, V-phase both voltage generated in the insulating transformer 33 is slightly higher V phase outwardly from a central point.
Since the direction of the voltage generated in the U-phase winding coincides with the direction of the flowing current, the U-phase voltage is added to the overhead wire voltage Ea.
On the other hand, since the direction of the voltage generated in the V-phase winding is opposite to the direction of the flowing current, the V-phase voltage is subtracted from the overhead wire voltage Ea.

The output voltage as the voltage compensator 26 is subtracted from the overhead wire voltage Ea because the V-phase voltage is slightly higher than the U-phase voltage.
Furthermore, as the control phase angle α increases, the difference between the V-phase voltage and the U-phase voltage increases, and the subtraction value by the voltage compensator 26 increases with time. When the control phase angle α reaches 7 / 6π, an ignition signal is given to the U element S4, and the current flowing from the Y element S2 to the W element S6 has a reverse voltage between the anode and the cathode of the W element S6. Since it is added, it is blocked and commutates from Y element S2 to U element S4.

After commutation, at time B, with respect to the U phase and the W phase, the voltage generated in the isolation transformer 33 is inward toward the center point, and the absolute value is larger in the U phase.
Since the direction of the voltage generated in the U-phase winding is opposite to the direction of the flowing current, the U-phase voltage is subtracted from the overhead wire voltage Ea.
On the other hand, since the direction of the voltage generated in the W-phase winding and the direction of the flowing current coincide, the W-phase voltage is added to the overhead wire voltage Ea.

The output voltage as the voltage compensator 26 is subtracted from the overhead wire voltage Ea because the U-phase voltage is larger in absolute value than the W-phase voltage.
Furthermore, since the difference between the U-phase voltage and the W-phase voltage increases at time C when the control phase angle α increases, the subtraction value by the voltage compensator 26 increases with time (see time C).
11, FIG. 12 inverse transform operation shown in 1 ~ Figure 12-3 (2), the control phase angle alpha in the inverse transform domain, the inverse transform operation proceeded than (1), alpha> operation waveforms of π The details of each part are almost the same as the inverse conversion operation (1) shown in FIGS. 9 and 10-1 to 10-3.

As described above, and is regenerative charging all energy formic the vehicle battery 10 which occurs during braking.
During this regenerative charging, the controller 35 takes in and integrates the current value of the charging (regenerative) current from the fourth current detector 19, and stores the integrated value of this charging current. Similarly, when the battery is discharged, the detected value of the discharge current from the fourth current detector 19 is taken in and integrated, and the integrated value of the discharge current is stored.

These discharge constantly monitors integrated value and the integrated value of the charging current of the current, further the temperature of the vehicle-mounted battery 10, even taking into account factors terminal voltage or the like, discharge when the residual value of the battery capacity falls below the allowable value Cancel.
Here, the third voltage detector 14 is used as one factor in calculating the battery capacity described above.

During the charging period K1 where the battery voltage Eb is lower than the overhead line voltage Ea (see FIG. 2-2 ), the thyristors S1 to S6 of the thyristor circuits SA to SC are in the control phase in the range of 7 / 6π>α> 2 / 3π. Each is fired at an angle α. In this case, as shown in FIG. 11, the inverse conversion action of the thyristor converter 31, the charging voltage Ej minus only compensation voltage -Ec from the overhead wire voltage Ea is applied to the vehicle battery 10. However, as the charging voltage Ej increases as the charging progresses, the control phase angle α is gradually reduced and the absolute value of the compensation voltage −Ec is controlled to be smaller as shown in FIG.

Power generated in the induction motor 8 when the electric car 2 brake, the maximum becomes brake start time, gradually decreases with decreasing luck line speed by braking. The voltage compensator 26 is required to have a charging capability for charging the in-vehicle battery 10 with all the power flowing into the DCLINK 4 when the brake is operated. Assuming that the battery voltage Eb is the lowest at the start of charging, the average voltage of the output voltage of the thyristor converter 31 constituting the voltage compensator 26 is adjusted to the step-down side (FIG. 2-2 , K1 region). The in-vehicle battery 10 is charged with a low charging voltage Ej (see FIG. 11).

Controller 35, the second voltage detector 13, the fourth voltage detector 15, based on the detection signal outputted from the second current detector 17, so that the voltage difference between the overhead wire voltage Ea and DCLINK voltage is zero In other words, a condition is calculated so that 100% of the current during braking of the induction motor 8 is regeneratively charged in the in-vehicle battery 10 and does not flow out to the overhead wire 1 side, and all (100%) of the current is regenerated in the in-vehicle battery 10. The control phase angle α is finely adjusted so that the battery is charged.

Regenerative current to the vehicle mounting the battery 10 is at a maximum at the charging start time, the voltage generated luck line speed decelerates the induction motor 8 decreases in accordance with decreasing. On the other hand, the in-vehicle battery 10 gradually increases in charging voltage Ej as charging progresses. If left as it is, the DCLINK voltage rises and current may flow out to the overhead wire 1 side. Therefore, the charging voltage Ej is increased (regenerative current is increased) so that the current can be regeneratively charged to the in-vehicle battery 10. Following the decrease), while finely adjusting the control phase angle α to be small and the absolute value of the compensation voltage (−Ec) to be small, the difference voltage between the overhead wire voltage Ea and the DCLINK voltage becomes zero, that is, The detected current value of the first current detector 16 is adjusted to be “zero”.

Thus, when the subtraction compensation voltage -Ec is generated by the thyristor converter 31 of the voltage compensation device 26, the power shared by the voltage compensation device 26 obtained by multiplying the subtraction compensation voltage -Ec by the current is The thyristor converter 31 is shifted to the AC side of the power converter 32. Moreover, in this way, the power transferred to the AC side of the power converter 32, via the power converter 32, the result is charged in-vehicle battery 10 by a thyristor converter 31.

If charging voltage Ej approaches largely turned by trolley voltage Ea, that is, when in the vicinity of the compensation voltage Ec is approximately zero output a voltage average value of the voltage compensator 26, the controller 35 roughly a control phase angle alpha 2 [pi / 3 (see FIG. 2-2 ). As shown by hatching in FIG. 7, the thyristor converter 31 of the voltage compensator 26 does not perform the reverse conversion action, but does not perform the forward conversion action described below, but as a so-called intermediate operation (forward / reverse balanced operation). Therefore, the charging voltage Ej approximately equal to the overhead line voltage Ea is applied to the in-vehicle battery 10 (see FIG. 7).

Charging progresses the charging voltage Ej is becomes larger than the overhead line voltage Ea, the voltage compensator 26 be in the range of the forward transform domain, the compensation voltage Ec is added to the trolley voltage Ea. That is, the controller 35 controls the control phase angle α of the thyristors S1 to S6 within the range of π / 6 <α <2π / 3 (FIG. 2-2 , K2 region).

  Therefore, the control phase angle α is controlled to gradually decrease as the charging voltage Ej increases as the charging proceeds. In this case, as shown in FIGS. 3 and 5, due to the forward conversion action of the thyristor converter 31 of the voltage compensator 26, the charging voltage Ej obtained by adding the compensation voltage (added voltage) + Ec to the overhead wire voltage Ea is mounted on the vehicle. Applied to the battery 10 (see FIG. 5).

If the charging period K2 is a three-phase sine wave alternating current output from the power source converter 32 as a power supply, the average voltage of the voltage compensator 26 is "+", since it is adjusted to the adder of in-vehicle battery 10 is charged with a charging voltage Ej higher than the overhead wire voltage Ea.

When a brake command is issued by the master controller operated by the driver while the electric vehicle 2 is in the coasting state, the VVVF inverter 7 starts a braking operation. Induction motor 8 is the difference in frequency of the rotary relative to the brake force lower frequency than the motor rotation frequency to generate a braking force corresponding to the command (both slip frequency, if the brake becomes a negative value ) Is excited. That is, the induction motor 8 acts as a generator and generates a braking force. Therefore, the VVVF inverter 7 acts as a converter, and the direct-current power that has been forward-converted to the DCLINK 4 that is the direct-current side returns, and the in-vehicle battery 10 is regeneratively charged.

  The direct current power supplied to the DCLINK 4 is reliably regeneratively charged to the in-vehicle battery 10 without flowing backward to the overhead wire 1 by the charging action by the voltage compensation device 26. That is, all of the electric power generated by the braking action is efficiently regeneratively charged to the in-vehicle battery 10 by the thyristor converter 31 of the voltage compensation device 26.

  In order to charge the vehicle-mounted battery 10 so that all the generated power of the induction motor 8 does not flow backward to the overhead line 1, the detected voltages from the second and fourth voltage detectors 13 and 15 are compared, Are controlled to be substantially equal. In this case, the controller 35 controls the control phase angle α of the thyristors S6 to S6, changes the output voltage of the voltage compensator 26, and controls the current value of the first current detector 16 to be zero.

As shown in cases, 1 -2 electrostatic Dosha 2 to luck line non electrified section, since the pantograph 3 is lowered, the power for the electric vehicle 2 is luck line, longer, it is supplied from the overhead wire 1 Never happen . When powering instruction by the master controller luck Intensifier operates is generated, since the controller 35 outputs a drive signal to the gate drive circuit 34 so as to ignite the discharge switch 28, the discharge switch 28 is a gate drive circuit 34 It becomes a conduction state by the ignition signal from.

  Therefore, the electric power of the in-vehicle battery 10 is directly supplied to the VVVF inverter 7 through the discharge switch 28. At this time, the VVVF inverter 7 receives electric power from the in-vehicle battery 10 and performs inverter control in accordance with a speed command signal from the master controller. Therefore, the induction motor 8 has the three-phase AC voltage and frequency supplied from the VVVF inverter 7. It is driven to rotate according to the above.

The electric vehicle 2 is not electrified section in惰Gyoun row, the brake command is issued by the master controller motorman operates, the controller 35 drives the signal to the gate drive circuit 34 so as to ignite the charging switch 29 Therefore, the charging switch 29 is turned on by the ignition signal from the gate drive circuit 34.

  In this case, as described above, the VVVF inverter 7 starts a braking operation, and the induction motor 8 acts as a generator. Therefore, the VVVF inverter 7 acts as a converter. 29, the in-vehicle battery 10 is directly regeneratively charged.

Next, the operation of charging the vehicle battery 10 which is executed by the controller 35 will be described with reference to the functional block diagram of FIG. 1 -4. Charging of the in-vehicle battery 10 by the battery charging device 25 is basically performed by constant current charging. Therefore, the current reference value IK and the output current value from the voltage compensator 26 are compared, and control is performed so that this output current becomes constant. The current reference value is a basic charging current in battery charging by a constant current method, and is indicated by IK in the present application.

  The output current from the voltage compensator 26 is detected by the third current detector 18, and this output current is compared with a predetermined current reference value IK. When “the output current of the voltage compensator 26> the current reference value IK”, the control for decreasing the output voltage of the voltage compensator 26, that is, the “− signal” is input to the third function unit 35g in the next stage. The phase angle control that is amplified by the amplifier IT3 (functioning as a proportional integral controller) and advances the control phase angle (conduction angle) α for the thyristor converter 31 by the voltage compensation control unit 26a is “the voltage compensation device 26 The process is performed until “output current = current reference value IK”.

  Although the input value of the third function unit 35g is “zero”, the amplifier IT3 in the next stage is an integrator. Therefore, even if the gain is “∞” and the input value becomes “zero”, the control phase angle α is The advanced control state is maintained. The battery charging current may need to be changed in consideration of the overhead line voltage Ea, the in-vehicle battery 10 and other environmental conditions.

Here, it is said to operate the electrification period and non-electrified section in direct, although depending on the line section length of non-electrified section, when viewed from the substation, that increased electric vehicle 2 is for supplying driving power Therefore, the voltage drop of the overhead wire voltage Ea tends to increase.

  Therefore, when the overhead wire voltage Ea is significantly reduced, continuing the charging operation imposes a heavy burden on the substation, and further promotes the voltage drop of the overhead wire voltage Ea. In such a case, the charging current is decreased according to the decrease in the overhead line voltage Ea. Alternatively, when the overhead line voltage Ea becomes equal to or lower than a predetermined minimum voltage value, control is performed to stop the charging operation.

As shown in FIG. 1 -1, when the voltage drop detection signal outputted from the voltage drop detector 13A is "1", dcLINK voltage detected by the second voltage detector 13 maintains a predetermined voltage . However, when the voltage drop detection signal from the voltage drop detector 13A is “0”, the DCLINK voltage is equal to or lower than a predetermined voltage and is in a voltage drop state. The voltage drop detector 13A is a function generator and outputs a voltage detection signal of “1” or “0” according to the magnitude of the DCLINK voltage.

In charging operation control shown in FIG. 1 -4, the voltage detection signal output from the voltage drop detector 13A is "0", if the overhead wire voltage Ea falls below the minimum voltage value, the current reference value The charging operation is stopped by substituting the coefficient “0” of the detection signal with IK and multiplying the coefficient by setting the current command value to “0”. The current command value is a control target value when the battery charging current is controlled to increase / decrease, and is calculated by multiplying the current reference value IK by a coefficient in the present application. There may be a case where the current reference value IK is equal to the current command value.

  Since the charging / discharging current for the in-vehicle battery 10 is detected by the fourth current detector 19, the calculation unit 35b of the controller 35 calculates the current-time product by integrating the detected charging / discharging current. The battery capacity of the in-vehicle battery 10 is always obtained by calculation in consideration of the temperature of the battery 10, the charging voltage, and the like.

On the other hand, operating conditions of the electrified section of the electric car 2 (corresponding to a storage unit) operation information storage unit than has been decided I previously by 35a, the chargeable time computing unit 35h, the remaining time available charge , based on luck row position of the electric car 2 in electrified sections are momentarily operation. Further, as described above, the battery capacity of the in-vehicle battery 10 is constantly calculated by the calculation unit 35b.

Therefore, (corresponding to the arithmetic means) charging current calculator of the controller 35 by 35c, the battery capacity and can be charged Zanji or inter et al, at the time when the current charging current into the non-electrified section, the battery capacity can be fully restored Whether or not it is always calculated. If a shortage of battery capacity is predicted, a charging current change command is output and control is performed to increase the charging current.

  For example, when it is necessary to increase the charging current by 30% in order to fully recover the battery capacity, the current reference value IK is multiplied by a coefficient “1.3”, and the current command value is set to 1.3 times the current reference value IK. To do. On the other hand, when an excessive battery capacity state is predicted, the charging operation is stopped or the current reference value IK is multiplied by a coefficient (for example, 0.85) so as to reduce the charging current.

Next, the brake in the electrified section will be described.
As described above, the voltage compensator 26 in FIG. 1-1 basically performs a constant current operation. However, when the electric vehicle 2 performs a brake operation, the charging current value for charging the in-vehicle battery 10 is changed. If not, the vehicle battery 10 may not be able to recharge all of the brake power.

When the brake control is started, the filter capacitor voltage of the capacitor 11 is pushed up, and the DCLINK voltage of the second voltage detector 13 is increased. Therefore, this DCLINK voltage is compared with the voltage reference value VK, and “DCLINK voltage> voltage reference In the case of the value VK, the differential voltage is “+”.

  As a result, this “+” signal is amplified by the next proportional integration amplifier IT2 via the second function unit 35f, and its output is multiplied by the current reference value IK to increase the current command value. The control phase angle α is delayed and the output voltage of the voltage compensator 26 is controlled to increase, and the charging current increases. The difference between the DCLINK voltage of the second voltage detector 13 and the voltage reference value VK is “ The charging current change control is continued until “0” is reached.

However, power generated is reduced in response to the luck line speed of the electric car 2 by the brake is reduced, dcLINK voltage from the second voltage detector 13 is reduced successively with time. When the “DCLINK voltage <voltage reference value VK” state is reached, the differential voltage changes to “−”. In this case, the second function unit 35f and the proportional integration amplifier IT2 cooperate to advance the control phase angle α of the voltage compensator 25 and to control the voltage of the voltage compensator 26 to decrease.

That is, phase angle change control is performed according to the decrease in brake power so that the differential voltage is always “0”, and the current command value is also controlled to decrease according to the decrease in brake power. In this way, control for preventing the brake current from flowing into the overhead line 1 is performed. However , when the brake current is equal to or lower than the reference value IK of the charge current at the end of the brake, the shortage of the charge current is determined by the overhead line. 1 is supplied.

In other words, the outflow current to the overhead line 1 (the outflow current of the overhead line, and the outflow direction to the overhead line 1 is “positive”) is detected by the first current detector 16, and this overhead line outflow current is detected as the zero reference value of the overhead line current. Compare with KIZ. When this overhead wire outflow current exists, the input signal of the next first function unit 35e is “−”, and therefore the output signal of the first function unit 35e is “+”. Further, it is amplified by the proportional integration amplifier IT1 in the next stage. It adds the output to the comparison point of the voltage reference value VK and DCLINK voltage (CP in FIG. 1 -4).

Results of that increases the current command value, delaying the control phase angle α of the voltage compensator 26, raising the output voltage of the voltage compensator 26, so that the "overhead wire current = overhead wire current zero reference value KIZ" Control. Here, since the first function unit 35e is an integrator, the control state in which the control phase angle α is delayed is maintained even when the gain is “∞” and the input signal is “zero”. On the other hand, when “overhead current> overhead current zero reference value KIZ”, the current flowing from the overhead line 1 is not restricted. For example, if “brake current <reference value IK of charging current”, insufficient current flows from the overhead wire 1.

However, the voltage compensator 26 is not used in the non-electrified section. When entering the non-electric section, the electromagnetic contactor 21 is opened (OFF state), and the pantograph 3 is lowered. Therefore, when luck row of non-electrified section, the "H level signal" pantograph voltage from the first voltage detector 12 is that there is no interlock indicating that the pantograph 3 is falling "H level signal" AND Input to the element 40.

  Therefore, when the switching control unit 35d in the non-electrified section receives the “power running command” CR from the master controller while receiving the “H level signal” output from the AND element 40, the switching control unit 35d Supply an ignition signal to switch to the ON state. At this time, since the operation of the voltage compensator 26 is stopped, the electric power stored in the in-vehicle battery 10 is directly supplied to the VVVF inverter 7 in a state where discharge loss by the voltage compensator 26 is avoided, and the in-vehicle battery The power running operation by the electric power of the battery 10 becomes possible.

Switching controller 35d in the non-electrified section is a non-electrified section, when receiving a "brake command" CB from the master controller switches the ON state to supply the two-point ignition signal charging switch 29. At this time, since the operation of the voltage compensator 26 is stopped, the conversion power from the VVVF inverter 7 is such that all of the converted power passes through the charging switch 29 in a state where charging loss by the voltage compensator 26 is avoided. The in-vehicle battery 10 is directly regeneratively charged efficiently.

In this way, the electric car 2 is luck line non electrified section, without using the voltage compensator 26, is directly connected to the VVVF inverter 7 via the vehicle-mounted battery 10 is a discharge switch or charging switch 29 . That is, when viewed from the VVVF inverter 7 side, the vehicle-mounted battery 10 is considered merely power, similarly to the overhead wire 1 when luck rows electrified section, acting as a power supply means.

In general, the drive system composed of the induction motor 8 and VVVF inverter 7 for a railway vehicle, even when the overhead wire voltage Ea the electrified section in luck line varies significantly, and is designed so as to stably luck line can Yes. Therefore, when luck row of non-electrified section, even when a large fluctuation in the driving voltage output from the vehicle battery 10 occurs, as well as to luck rows electrified section, be without any trouble driving controlling the drive system it can.

The electric vehicle 2 described in this embodiment is generally called a “battery- driven train ” and needs to be equipped with a vehicle-mounted battery 10 having a high voltage (for example, 600 V to 800 V) and a large capacity (for example, 150 to 200 AH). . This type of in-vehicle battery 10 is large in terms of external dimensions and weight. For this reason, it is difficult to mount the in-vehicle battery 10 together in one vehicle in terms of space and weight, and it is necessary to disperse and mount the vehicle-mounted battery 10 on several vehicles 2a and 2b.

Furthermore, since the vehicle battery 10 is a high voltage and large capacity, when due to some reason Litan fault circuit is configured, the fault current flowing out of the vehicle battery 10 also becomes large current, the fault current reliably in order to block, as shown in FIG. 2 -1, each of the connecting portions of the eight battery units 10A to 10H, first, eight blocking contacts 35a~35d of the second circuit breakers 35, 36, 36a to 36d is provided corresponding to each.

First, if you sense the fault current by either of the second circuit breakers 35, 36, first and second circuit breakers 35, 36 are cut off operation, corresponding blocking contacts to 35a~35d or 36a~36d Will be established all at once. Furthermore, an operating signal is input to the external trip mechanism of the other first and second circuit breakers 35 and 36 remaining unopened by the interlocking auxiliary contact of the opened first and second circuit breakers 35 and 36. The other first and second circuit breakers 35 and 36 are forcibly opened.

As a result, these eight breaking contacts 35a to 35d and 36a to 36d are opened, and the in-vehicle battery 10 is divided into eight battery units 10A to 10H by the opened eight breaking contacts 35a to 35d and 36a to 36d. Therefore, it is possible to prevent the electric shock of passengers and passengers, that is, to ensure safety measures for the in-vehicle battery 10.

Thus, a vehicle-mounted battery 10 capable storing power and luck line driving induction motor 8, for the vehicle-mounted battery 10 in luck line capable electric vehicle 2 is continuously over on the electrified section and a non-electrified section the battery charging device 25, the electric vehicle 2 is electrified section in luck rows are controlled voltage compensator 26 so that the charging current has been calculated based on chargeable time obtained from the operation information, the electric vehicle 2 is electrified can fully charging the vehicle battery 10 while luck line interval.

In the non- electrified section, the induction motor 8 can receive power from the fully- charged on-board battery 10 instead of receiving power from the overhead line 1, and the electric vehicle 2 has no trouble in the non-electrified section that follows the electrified section. You can complete the race without fail.

Charging control unit 27, when the electric car 2 brake, without backflow from DCLINK4 the overhead wire 1 to control the voltage compensator 26 to regenerative charging all power generated by the induction motor 8 in the vehicle battery 10 Therefore, even if it regenerates to the overhead wire 1, the electric power which is wasted by regeneration invalidation etc. can be recharged to the vehicle-mounted battery 10 efficiently without waste.

The charge control device 27 in the non-electrified section, the discharge switch 28 for supplying direct charging power of the battery 10 to the induction motor 8 is provided to stop the operation of the voltage compensator 26, the discharge switch 28 closed Therefore, the excessive control of the voltage compensation device 26 can be stopped, and the electric power stored in the in-vehicle battery 10 is directly supplied to the induction motor 8 via the discharge switch 28 to it is possible to luck line.

That is, the voltage compensation device 26 does not intervene in the discharge circuit from the in-vehicle battery 10 to the induction motor 8, and there is no resistor that prevents the discharge operation. Therefore, it is possible to reliably avoid the discharge loss caused by the voltage compensation device 26. , it becomes possible efficiency good rather subjected supply to the motor all the power accumulated in the vehicle battery 10.

The charge control device 27 is configured as VVVF inverter 7 of the electric car 2 from the induction motor 8, even when the overhead wire voltage Ea the electrified section in luck line varies significantly, and stable luck line can, car mounting battery even when a large variation occurs in the driving voltage output from 10, it is possible to control the drive system.

The charging switch 29 for supplying directly the power generated from the induction motor 8 in the vehicle battery 10 is provided, electrostatic actuation of the pressure compensator 26 is stopped, so closing the charge switch 29, the power generated onboard the charging circuit to the battery 10, without intervening the voltage compensator 26, the resistance, such as to prevent charge does not exist at all, can avoid charge loss due to voltage compensation speed 26, all the switch for charging the power generated The vehicle-mounted battery 10 can be directly and regeneratively charged via 29.

Further, when the voltage of DCLINK4 voltage drop in the voltage drop detector 13 A for detecting that equal to or less than a predetermined voltage is detected, since the charge control device 27 stops the charging operation by the voltage compensator 26, the overhead line 1 power supply load of the substation supplying electric power to mitigate the reduction of further overhead line voltage Ea can be prevent to.

Next, a modified embodiment in which the above embodiment is partially modified will be described.
1) As shown in FIG. 1 -3, pantograph 3 and corresponds to the blocking diode (backflow prevention switch means between the DCLINK4) illustrating the configuration for inserting the 37.

Upon luck line of the electric vehicle 2A is electrified section, in any case at the time of power running and braking, power control is performed by the VVVF inverter 7. Even if the driving power is supplied from the overhead wire 1, even when supplied from a vehicle-mounted battery 10 is the same when viewed from VVVF inverter 7. Thus, even without voltage compensation device 26, if it is connected directly to the VVVF inverter 7-vehicle battery 10, VVVF inverter 7 in the same manner as in the luck row of electrified section, the power-running operation and operates the brake.

During braking when luck rows electrification interval, is better not to use the voltage compensator 26, it has to desirable in the sense of avoiding the charging loss to the vehicle battery 10. That is, the voltage compensator 26 handles only constant current charging, and the backflow prevention diode 37 is interposed between the pantograph 3 and the DCLINK 4 to prevent backflow of brake current generated during braking to the overhead line 1. In addition, no special control is required. Therefore, downsizing of the voltage compensation device 26 does not handle the braking current, Ki de is possible to reduce the cost, it can be omitted charging control by the controller 35.

Further, a charging switch 29 is connected in parallel with the voltage compensator 26 so that the brake current bypasses the voltage compensator 26 and is directly regeneratively charged to the in-vehicle battery 10 so that the regenerative power is controlled by the VVVF inverter 7. To do. As described above, since the voltage compensation device 26 is not used for regenerative charging of the in-vehicle battery 10 with the brake current, there is nothing that prevents the inflow of the regenerative charging current into the in-vehicle battery 10, and the generated power is directly transmitted from the VVVF inverter 7 to the in-vehicle. The battery 10 can be regenerated.

  When the regenerative charging current to the in-vehicle battery 10 becomes equal to or lower than the set current of the voltage compensator 26, the voltage compensator 26 is automatically switched, and a reverse voltage is applied to the charging switch 29. The switching element without accident extinguishing capability can be used. Thereby, the voltage compensator 26 can be downsized.

2) In the embodiment, the separately-excited thyristor converter 31 using the plurality of thyristors S1 to S6 of the voltage compensator 26 , and the discharge switch 28 and the charge switch 29 made of thyristors are used. turn-off thyristor) may be used, also capable of high frequency operation IGBT (insulation federated gate bipolar transistor) or, more, to use the power MOSFET (metal oxide Semiconductor-type FET) May be.

3) In the embodiment described above, drive-movement motor, not limited to the induction motor 8 of three-phase, it may be a permanent magnet synchronous motor as an example.

In 4) Example, as a power source for the thyristor converter 31, it is used the power converter 32 that generates a three-phase alternating current dedicated auxiliary power supply equipped in an electric vehicle 2,2A was applied, a commercial frequency the AC may be applied.

5) Further in place of the blocking diode 37, rather it may also be constituted by a semiconductor switch of thyristors, when employing thyristor, a firing signal subjected feeding to the gate by the regenerative voltage generated in electrified sections Also good.

6) The present invention is such to be limited to the embodiments described above Iga, those skilled in the art within the scope of the Purport of the present invention, carried out by adding various configurations to the gun Example it is Ru can.

It is a circuit diagram in the electrification area of the battery charging device which concerns on the Example of this invention. FIG. 1 is a diagram corresponding to FIG. 1-1 in a non-electrified section. FIG. 11 is a view corresponding to FIG. It is a functional block diagram explaining charge control. It is a block diagram of the vehicle-mounted battery which interposed the contact for a circuit breaker. It is a graph which shows the relationship between a battery voltage, an overhead wire voltage, and a control phase angle. It is a wave form diagram explaining the forward conversion operation | movement (1) of a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-V phase excitation in a thyristor converter. It is a wave form diagram explaining the forward conversion operation | movement (2) of a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-V phase excitation in a thyristor converter. It is a wave form diagram explaining the forward / reverse conversion of a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter. It is a wave form diagram explaining the reverse conversion operation | movement (1) of a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter. It is a wave form diagram explaining the reverse conversion operation | movement (2) of a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of V phase-U phase excitation in a thyristor converter. It is explanatory drawing of W phase-U phase excitation in a thyristor converter.

1 Overhead Line 2 Electric Car 2A Electric Car 3 Pantograph 4 DCLINK
8 Induction motor 10 On-board battery 13A Voltage drop detector 25 Battery charger 26 Voltage compensator 27 Charge controller 28 Discharge switch 29 Charge switch 31 Thyristor converter
32 Power converter 34 Gate drive circuit 35 Controller 35c Charging current calculator 37 Backflow prevention diodes S1 to S6 Thyristor

Claims (5)

And vehicle-mounted battery capable of storing power energy, in electrified sections are powered via the pantograph from the overhead wire, in a non-electrified sections are powered from the vehicle battery, and a driving movement for the motor for driving the vehicle, electric the charging apparatus for the vehicle battery in luck line capable railcar continuously over into the section and the non-electrified section,
A charge control unit and a calculation means for determining, based on the pre-charge current to the previous SL-vehicle battery operation information and the stored memory means the electrified section in luck row can be charged was calculated from the luck line information Time ,
A DCLINK that is electrically connected to the overhead wire and the in-vehicle battery, and includes a power converter that converts direct current to three-phase alternating current, and a separately-excited converter that reconverts the three-phase alternating current to direct current , Voltage compensation means capable of adjusting the charging current by the charging control means so as to charge the vehicle-mounted battery with the charging current determined by the computing means;
A discharge switch for supplying charging power of the in-vehicle battery to the electric motor, and a charging switch for regeneratively charging the in-vehicle battery with electric power generated from the electric motor ,
The discharging switch and the charging switch are arranged in parallel, and connected to the DCLINK and the in-vehicle battery,
In the non-electrification period, the charge control means stops the operation of the voltage compensation means, closes the discharge switch and opens the charge switch, and closes the charge switch during braking. to open the discharge switch with battery charging apparatus in the railway vehicle, characterized in. Said charging control means, wherein at the time of electrification section of brake, before Symbol without flowing back into the overhead line from dcLINK, the power generated by the motor, to regenerative charging the vehicle battery, said voltage compensation means controlling the battery charging device in a railway vehicle according to claim 1, wherein the. The backflow prevention switch means for preventing a current from flowing back from the DCLINK to the overhead line during braking in the electrification section is provided between the pantograph and the DCLINK . Battery charger for railway vehicles. A circuit breaker having a plurality of breaker contacts is provided, and the in-vehicle battery is configured by connecting a plurality of battery units in series, and a breaker contact of the breaker is interposed in each connection portion of the plurality of battery units. The battery charger for a railway vehicle according to any one of claims 1 to 3, wherein A voltage drop detector for detecting that the voltage of the DCLINK has become equal to or lower than a predetermined voltage is provided, and when the voltage drop is detected by the voltage drop detector, the charge control means stops the charging operation by the voltage compensation means. The battery charging device for a railway vehicle according to any one of claims 1 to 4, wherein: